Vessel loading and unloading mechanism



June 24, 1941. M BALDWlN 2,247,144

VESSEL LOADING AND UNLOADING MECHANISM" Original Filed Jan. 24, 1939 '7Sheets-Sheet l INVENTaR.

ATTORNEYS June 24, 1941.

D. M. BALDWIN 2,247,144

VESSEL LOADING AND UNLOADING MECHANISM Original Fiied Jan. 24, 1959 7Sheets-Sheet 2 Fig. 3

' INVENTOR Delavan M. Ba/

cl n EV -m $4 ATTORNEYS June 24, 19L 1 M BALDWIN 2,247,144

VESSEL LOADING AND UNLOADING MECHANISM Original Filed Jan. 24, 1959 '7Sheets-Sheet 3 Fig,%- 4/ June 24,, WM. D. M. BALDWIN VESSEL LOADING ANDUNLOADING MECHANISM Original Filed Jan. 24, 1939 7 Sheets-Sheet 4 Fig-5Deldvan M. Bald BY b-V June 24, 1941..

ligll D. M. BALDWIN VESSEL LOADING AND UNLOADING MECHANISM OriginalFiled Jan. 24, 1959 '7 Sheets-Sheet 6 VENTDR lavan N. fia/a'finATTORNEYS June 24, 1941. D, M BALDwlN 2,247,144

VESSEL'LOADING AND UNLOADING MECHANISM Original Filed Jan. 24, 1939 7Sheets-Sheet 7 IN elava M. wad? MTTORNEYS Patented June 24, 1941 UNITEDSTATES PATENT OFFICE VESSEL LOADING AND UNLOADING MECHANISM DclavanMunson Baldwin, Campbell, Va.

14 Claims.

This invention relates to the transportation of vehicles in vesselsequipped with elevators and adapted for the loading of vehicles fromports or railway terminals or yards, the storage of said vehicles andthe unloading thereof at the point of destination. The word vehicle isemployed herein in its broadest sense as an instrument of conveyancehowever supported for movement, as for example, on wheels, runners,casters, or independent rollers. Examples of vehicles for which theinvention is particularly adapted are railway cars, trucks, tractors,trailers, airplanes, Army and Navy mechanized equipment, low flat carsprimarily for use in the transportation of containers between docks,railway terminals or yards and the vessels hereof.

One object of this invention is to provide suitable vessels and dockingfacilities for the loading and unloading and marine transport ofvehicles, such as above stated, with a minimum of power facilities. Thevessels may be propelled by any suitable means, commonly employed. Ifdesired such propulsion means may be of the electrical type in which theengines, usually oildriven, are coupled to electric generators and thecurrent used for the electric motors which drive the screw propellersand also for the hoisting mechanism of the elevators and otherloadshifting means.

At each port where it is intended to load and unload, the dockingfacilities may conveniently take the form of a dock located between twowharves or piers for the berthing of the vessel. A hoisting bridge,preferably land-supported. is provided and so arranged as to overlie theelevators when the vessel is berthed in the dock. This carries thehoisting mechanism and counterweights, and from this the elevator carswill be suspended by cables detachably connected thereto. The hoistingdrums, electric motors, counterweights and connections should be at theends of the bridge where their weights serve as anchorages to strengthenthe bridge. A landing platform also conveniently land-supported,likewise overlies the vessel, and the elevator cars when hoisted to apoint even with the landin platform are moored thereto, and since theelevations of both are determined with respect to theland this relationwill not be disturbed either by change of height of the vessel due totidal variation or to change of load.

Further objects are to provide supplementary elevator platforms that canbe supported independently of the hoisting mechanism for carryingvehicles in the hatchway.

Further objects are to provide elevator cars with platforms flexibly andyieldably connected to vertical slides by which they are guided so thatthe platforms can be brought into closer matching relationship eitherwith the landing platform or with the vessel decks which may not be inparallel relation owing to listing of the vessel.

Further objects are to provide safety devices that will preventoperation of the elevators if vehicles are not properly positioned andoverhang the edges of the h'atchway.

Claims directed to the vessel structure in its adaptation to elevatorscarried thereby are reserved for my divisional application filed October14, 1940, Serial No. 361,135. It is to be specifically understood thatno abandonment of any of the claims not presented in this application orin the divisional application is to be incurred by the order in whichLetters Patent thereon may issue, or by the fact that all of the claimsare not presented in a single patent.

In the accompanying seven sheets of drawings which form a part of thisapplication,

Figure 1 is a plan View of a vessel together with a dock in which it isberthed, embodying this invention.

Fig. 2 is a side view of the same with one side of the dock in section.

Fig. 3 is a vertical longitudinal section through a portion of thevessel including one of the elevators, on the line III-III of Fig. 4.

Fig. 4 is a vertical transverse section through the vessel at theelevators on the line IV--IV of Fig. 11, including the hoisting bridgeand landing platform.

Fig. 5 is a plan of one half of the hoisting bridge showing the hoistingmechanism.

Fig. 6 is an elevation of one half of the hoisting bridge showing thehoisting mechanism.

Fig. '7 is an enlarged plan view of an elevator car shown on the decklevel of an elevator shaftway.

Fig. 8 is an enlarged horizontal section of one corner of the shaftwayshowing an elevator guide and connected slide.

Fig. 9 is an elevation of a portion of the guide and slide.

Fig. 10 is a vertical transverse section through one half of an elevatorplatform together with its connection to a slide and hoisting cable.

Fig. 11 is a plan of a portion of the vessel including the elevators.

Fig. 12 is a diagram of the electrical circuits.

A vessel 20 having a suitably elevated pilot house 20a and beingprovided with the desired number of decks 2! (four being shown) isconstructed with an elevator well 21a which extends through the decksand is divided into four shaftways Zlb (see Fig. 11) by longitudinalgirders Zlc which run lengthwise through the vessel in line with andserving as a support for the decks. At each of the four corners of eachshaftway there is mounted a guide 22 suitably attached to the decks andextending well above the top deck to a suitably supporting frame work 23to which the guides are attached by supporting blocks 23a firmly affixedto the frame work 23.

Elevator cars travel in the shaftways. Each car comprises four slides24, Figs. 3 and 7, illustrated as I-beams. Channels25, Figs. 7, Sand 9,look the slides in slidable engagement to the guides. Four detachableplatforms 26, Figs. 3 and 4, as many as there are decks, are provided.Each of these platforms comprises two supporting beams 26a extendinglengthwise of the platform frcm end:to, end thereof suitablyv spacedapart and attached to one another by sufiicient bracing illus trated as.crossbeams 26b.- Overlyingand supportedfby the beams 25a; are rails 25cspaced apartin accordance with the; customary railway gua'gein vesselsintendedfor the transportation of railway cars, as illustrated. Theends'of these rails areinsulatedfrom the main portion as will later beset forthl For loading, these platforms are connectedto the slides in:each shaftway, Zone at the lower ends, and the others at the upperendsof. theislidesspacedfrom the lower platform sufficientlyto affordhead room for the vehicle that is .to be carried, see Figs. Sand 4. Theconnection is by round. platform bolts 21 slidably mounted in. bearing.blocks 21 a, Figs; '7: and 10, which aresuitablyattached to the beams25a in well known manner. Each of these platform bolts is operated". bya, hand; lever 28 through a toggle link 29. The hand levers are,rotatably mounted on a shaft 26m suitablysupportedby the twoendcross-membersZEib as shown in Figs. 7 and 10.

The bolts look into gimbalblocks 30 carried by the slides 24. Theseafford flexibility between the platforms and the slides with respectv totwo horizontal axes, so that a. slight tiltingzofitheplatform will notcause theconnections with the slidesto bind. Ashort iendwise movement atthe gimbal blocks. allows for inaccuracies in the alignment of. the.guides' and permits the. platformsyieldably. to; be drawn close to" theedge of the sha'fitway whenzvehicles are to be moved on and off; Springs3! center the blocksand the platforms so that they will clear the:openings through thedecks in passing there'through.

The decksll" are: provided with'rails 31a, laid in track formtocorrespond in spacing andlocation withthei rails ZEaJJon the elevatorplatforms 2ii fwh'en broughttothe deck level. As illustrated, therefore,there are four tracks on each deck. at each end of the shaftways. Theserails extend to the edgeslof: the shaftwayswhere their endsare insulatedfrom their. main portions as will later be set forth.

DecklcioltstZ'und-er each deck, seeFigs. 3 and 4, are projected into theshaftways for: the elevator. platforms to rest on and match the -deckatjwhichthe load is to betransferred, the hoisting cables:atthetiine-being slackened. These deck boltsare' illustrated at the'four corners of each of the shaftways so as to provide a fourpointsupport; for t-heindividual-platforms which are employed in the raising,lowering and storage of the vehicles. The bolts are operated by levers33 through toggle links 34.

The vessel is berthed in a dock ii), the walls of whichpartly surroundthe vessel and extend along the sides of the elevators which, in theform illustrated are located about midship. Land support is therebyafforded for a hoisting bridge 4! which is carried on towers 42 from thesides of the dock across the vessel over the elevators.

Two hoisting drums 43, Figs. 1 and 2, are carried at each end of thebridge at the top of the tower and are driven by electric motors 44,Figs.

5 and 6, through suitable gear reduction 45, 46, and 41. A magneticbrake drum 48 is carried on each motor shaft. The two hoisting drums ateach end of the bridge are connected with a shaft 53 and their speed ofrotation thereby synchronized.

Two. hoisting cables 49 are attached to each hoisting drum. A pair ofsheaves 59 carried by the bridge are mounted in line with each of thehoisting drums 43. The sheaves of each pair are conveniently spacedapart approximately a distance equalto the width of anelevator. Eachpair of sheaves is shiftable from a position over an outer shaftway toaposition over an adjoining inner shaftway, see Fig. 6. The hoistingcables from each drum lead over the pair of sheavesin line therewith,one-over each shaftway. The hoistingcableshave at theirfree ends rings49a for engagement with the platform bolts 21, as illustrated forexample in Fig. 10 and schematically shown in Fig. l-. A turn buckle iibis'provided in each of the hoisting cables so that the elevator loadingplatforms may be levelled off with the landing platform. The hoisting.drums 43s are placed at a slight angle to the sheavestfl .(see Fig; 5)to compensate for the spiratwinding of the hoisting cables 49 on thedrums and permit the hoisting. cables to run freely to the sheaves.

counterweight cables 5| are attached to each hoisting drum 43 at oneendand at the other to the bridge. The counterweight cables at each endof the bridge lead to'and carrya common counterweight 52 in the wellknovm-manner.

' Supporting the hoisting apparatus and counter-weights at the extremeends of the hoisting bridge imparts to it the stress properties of acontinuous girder and permits it to beef lighter structure.

A landing platform-69, Figs. 1, 2 and 3, extends over thevesselto theelevators and island-supported at the end of the dock where it joins aramp 6| over. which vehicles are delivered to and from-the platform. Ifit has to extendja considerable distance to the elevators, it is alsonecessary to provide land support from the sides of the dock. Sufiicientclearance is required between the under side of the landing platform andthe top deck of the vessel to allow forvariations in tide and load. Thethickness of the landing platform needs to'be kept down as much aspossible to allow for clearance below and head room above without undulyextending the elevator shaftways above the-top deck of thevessel.Support ofr the landing platform from the sides of the dock isillustrated as provided by a bridge 62, at a sufficient height for headroom above the landing platform, and suspension bars 63, Fig. 3,whichconnect the landing platform to the bridge 62.

The landing platform 60 and ramp 6! are provided with rails63a laid intrack form to correspond in spacing and location with the rails 260; onthe elevator platforms 2-6v being loaded or un-.-

match and the landing platform rails 6342 are made to register with therails 26a of the said elevator platforms at their respective ends.

These mooring means, it should be understood,

are in addition to the ordinary means (not shown) by which the vessel isberthed in the dock. Difference in tide and load on the vessel result invariations in the height of the landing platform Bil above the top deckof the vessel. To compensate for the variations, the elevator must bemoved to various positions in its guides 22 above the top deck so thatits loading platform 26 will be opposite the landing platform 60. Whenthis has been effected, the elevator loading platform 26 is brought intoand held in exact registration with the landing platform 60, as aboveset forth, by means of the mooring gear 64, B5, 66. After the vehicle tobe loaded has been moved from the landing platform 60 on to the elevatorloading platform 26, or conversely when the vehicle to be unloaded hasbeen moved from the elevator loading platform to the landing platform,the mooring ropes 65 are released from their eyes 66 so that theelevatormay be lowered from the landing platform for vehicle transportation.

As illustrated in Fig. l, five windlasses 64 are provided, one on eachside of the landing platform tracks 63a, those between the severaltracks to be employed for double use so that the elevator loadingplatforms 26 may be held for loading and unloading to the landingplatform 60 by two windlasses.

The motors 44 for the hoisting drums 43 (Figs. 5 and 6) are to besupplied with current from any suitable source. As illustrated, thesupply is taken from the generators H on the vessel which are driven byengines Tl] (Fig. 2) and which supply power for the propulsion of thevessel and other purposes.

Control apparatus for the hoisting drums is preferably provided so thatthe elevators may be controlled from the elevator loading platforms 26and also from the landing platform 60. As illustrated (Fig. 7), thecontrol apparatus for the elevators, indicated by the control handle orswitch 74, is mounted at one end of eachelevator on one of the elevatorslides 24 at a convenient distance above the lower end of the slide foroperation from the elevator platform 26 which is attached to the bottomof the slides for loading and unloading. Obviously this could beduplicated at the other end of the elevator if desired.

If the first or top elevator platform 26 is to be used in loading andunloading from its position at the top of the slides (as will later bepointed out) instead of being lowered to a position at the bottom of theslides, the elevator will preferably be controlled from the controlapparatus on the landing platform 60 indicated by the control handle orswitch (Fig. 3) although as is well understood in the art, means may beprovided at the top of the elevator for its control from the first ortop platform.

Safety means are provided for preventing interference with elevatoroperation under the control of one control switch by accidental orintentional movement of another control switch.

Safety means are provided to prevent operation of the elevator whilebeing loaded and unloaded. It has been above pointed out that the endsof the elevator rails 260, the ends of the deck rails 31a, and the endsof the landing platform rails 63a. are all insulated from the mainportions of these respective rails. These insulated end sections areembodied in the said last named safety means. They are respectively railsections 90 at each end of the platform rails 26a, sections 9| at theshaftway ends of the deck rails 3la (Figs. '7 and 11), and sections 92at the outer end of the landing platform rails 63a (Figs. 1 and 3).

In Fig. 12 is illustrated a wiring diagram of various circuits andcontrol apparatus which may conveniently be employed in the hoisting,lowering. and control of elevators for the two shaftways in which theelevators are moved by a single pair of hoisting drums 43 as illustratedmore particularly in Figs. 4 and 5, for example, the outer right handshaftway and middle right hand shaftway in Fig. 4. These circuits andcontrol apparatus may be duplicated in whole or in part for the hoistingmechanism for the other two shaftways.

Reference now being had more particularly to Fig. 12, the motors 44(Fig. 5) for the hoisting drums 43 on the hoisting bridge 62 (which itwill be remembered is mounted on the dock 40) for the outer right handand middle right hand shaftways are to be connected by suitableswitches, not shown, with the generators ll (Fig. 2) on the vessel byflexible conductors 12 to the positive side and 12 to the negative sideof the generators. These flexible conductors i2, 12' are connected withthe motors 44 through control mechanism 13 which may be of any typesuitable for elevator motor control, a simple form, for

example, being shown in U. S. Letters Patent No. 783,174.

This control mechanism 13 is actuated for hoisting, lowering, andstopping of the elevators of the two said shaftways through flexibleconductors ML and 83L from the vessel which are connected with thecontrol mechanism by suitable switches not shown. Both of theseconductors are connected in the control mechanism h'i with the positiveside of the generator H, as set forth in the said Letters Patent.

These flexible conductors ML and 83L are connected respectively toconductors BI and 83 of a bus bar BR conveniently mounted on the vessel,which bus bar embodies also conductor 16 suit ably connected with thepositive side of the generator by a branch flexible conductor 52" leading to the power line '52, conductor ll suitably con nected with thenegative side of the generator by a branch flexible conductor 12"leading to the power lines 12' and safety conductor 85 later to be morefully referred to.

The control apparatus on the elevators and on the landing platform 69are identical in structure. The control apparatus for the elevator inthe outer right hand shaftway of Fig. 4 is indicated at A in Fig. 12;the control apparatus for the elevator of the middle right hand shaftwayof Fig. 4 is indicated at B; and the control apparatus oxrthelandingxplatformtll for both ofthese elevators is indicated-at L.

Each-f said control apparatus comprises a sWitch-Minapparatus A and B,and Him apparatus Ia,,suitably mounted for partial rotation and shown;in normal open circuit position; a curved contacts?!) extending on bothsides of the switch 14' in" normal position of the switch, with whichthe switchhas sweeping electrical contact in both directions of swing tothe limit of said swing; controlicontacts 80 and 82, one on each side ofthe'switch when in normal position and engageable by the switch at therespective limits of its swing; curved safety contacts 84, one on eachsideof the, normal position of the switch, normally. out of contacttherewith but so mounted as tobe engaged-by the switch prior toengagement of the switch with the control contacts 89 and 82,saidengagement being continued to the limit of the swing of the switch;a normally deenergized locking magnet 85; a suitably mounted toothedarmature 8T for'the locking magnet 86; and a sector, 88' rigidlyconnected with the switch 14, having a centrally located notch oppositethe tooth, of the armature 81 when the switch is in normal'position, thearmature 81 being normally heldout of contact with the sectorvand' itsnotch andbeing brought into contact therewith on energization of themagnet 86.

Thethree contacts, 19 are connected in parallel with thernegative'sideof the generator as follows: Contact 19 of control apparatus A throughflexibleconductorl-la to conductor ll of the bus bar BR; contact 19 ofcontrol apparatus B through flexible conductor 11b to conductor 11 ofthe bus bar BR; and contact 19 of control apparatus L byga; short leaddirectto the power line I2.

Thethree control contacts 80 are in parallel and are connectedwith thecontrol conductor 8 l1. and the positive side of the generator asfollows: Contact 80 of control apparatus A through flexible conductor81a to'conductor 8| of the bus bar BR; contact 80 of control apparatus Bthrough flexible conductor 8") to conductor 8| of the bus bar BR; andcontact 88 of control apparatus L by a short lead direct to 'controlconductor ML.

The three control contacts 82 are in parallel and are; connected tocontrol conductor 83L and the positive side of the generator as follows:Contact 82*of control apparatus A through flexible conductor 83a toconductor 83 of the bus bar BR; contact 82 of control apparatus Bthrough flexible conductor 83b to conductor 83 of the bus bar BR; andconductor 82 of control apparatus L by a short leaddirect to controlconductor 83L. 7 The two safety contacts 84 of each control apparatusare in themselves in parallel and each pair. are in turn in parallel,being connected with the contact 85 of the bus bar BR, as follows: Thepair of contacts 8 50f control apparatus A through flexible conductor85a; the pair of contacts 84 of control apparatus B through flexibleconductor 65b; the pair of conductors 84 of control apparatus Lthroughflexible conductor 85L. The connection of the safety contacts 84just traced may be broadly termed the safety circuit of the controlapparatus.

The coils of the three locking magnets 86 are in parallel. At one endthese coils are connected to the positive side of the generator and onthe other with the safety circuit. These connections are as follows: Thecoil of the magnet 86 for control apparatus A.is connected at one end'tothe'positive side of the generator through flexible conductor 16a toconductor 'lfirofithe bus bar BR; and. at the: other enclz tothesafctycircuit by: a short lead to-the flexible conductor: 8511; thecoil of the magnet 86 of. control apparatuslB is connected at one end tothe positive side of the generator through'flexible conductor 16b toconductor 16 of the bus' bar; BR, and at. the other end to'thesafetycircuit by ashortlead to the flexible conductor 8:51); the coil of themagnet 85 of control apparatus L is connected at one end to the positiveside of the'generator by a short lead direct to the power'line 12', andat the other end to the safety circuit, by a short'. lead direct toflexible conductor 85L.

Associated with the illustration: of' eachof the three. controlapparatus AB, and L, arethe insulated rail sections in: apparatus Aand-B and 92 in. apparatus L. A. discussion of: the connectionsrof theseinsulated rail sectionsawith the.controlappara'tus and their relationthereto wil1fol low a brief explanation of the operation. of the controlapparatus above described;

Let. it be assumed that the control contacts 80; which are connectedwith the control conductor SlL, govern the supply'of current foractuating the control mechanism 13. to' hoist the: elevators, and'thatthe control contaot'sxfifi'; which are connected with. the controlconductor 83L, govern the supplyof currenttfor actuating the controlmechanism 13 to lower the'elevators.

Consider first the elevator'in' the outer right hand shaftway of Fige l'wherethe sheaves 58 are in position above this shaftway for'hoisting'and lowering. The fourth or bottom: platform 2t of the elevator isithereillustrated as on a: leveliwitli the landing platform 69'. The switchMfiofthe control apparatus A and i "the control apparatus L are innormal open circuit position (Fig. 12), the control conductors ML and83L are'deadand the elevator is'held stationary.

To lower the elevator'in controlling. its movement from the elevatorplatform, the switch '14 of the controlapparatus A is rotated clockwiseuntil it contacts with the control contact 82- and closes the circuit ofthe control conductor 83L at that point. When the elevator has reachedits desired lower position, the said control switch: 14 is moved back tonormal open circuit position, the circuit of the control conductor23L-is broken and the downward movement of the elevator stopped.

To hoist the elevator from its lowered position in continuing itscontrol from the elevator platform, the switch 14 of control apparatus Ais rotated counterclockwise until' it contacts with the control contact89' and closes the circuit of the control conductor 8ILat that point.When the elevator has reached itsdesired upper position thesaid'control-switch "is moved back to normal open circuit position, thecircuit of the control conductor 81L isbroken, and the upper movement'ofthe elevator is stopped.

The same procedure for lowering, hoisting, and stopping the elevatorwould be followed respecting the switch 15" of'the control apparatus Lwhen it is desired to control the elevator from the landing platform 60.Furthermore, as will be apparent from the following, the control of theelevator from any stopped position with the control switches M, 15innormal open circuit position, may be shifted from the control apparatusL to the'control apparatus A, and vice v'ersa.

Referring now to the safety contacts 84 in the control apparatus A onthe elevator, it Will be observedthat when the switch M is moved toconnect the control contact 82 with contact 19 for closing the circuitof the control conductor 83L, prior to so doing the switch connects thelower safety contact 84 with contact 19. This closes the circuit of thecoil of the control magnet 86 in control apparatus A, energizes thatmagnet and causes the tooth of armature 31 to move into contact with thesector 88. But this sector has been moved so that its notch does not.register with the tooth of the armature 81 and that tooth has merely aninoperative sliding contact with the edge of the sector itself and doesnot interfere with the operation of the said switch 14. When that switchis moved back to normal open circuit position the circuit of the saidcoil is broken at the lower contact 84 and the armature 8'! moved to itsnormal position out of contact with the sector 88.

The sequence of. operations just described obviously characterizes themovement of the switch 14 of control apparatus A in closing and openingthe circuit of the conductor BEL at con trol contact 80.

This sequence of operation has an immediate effect on control apparatusL on the landing platform 60. As the coil of the magnet 86 in thecontrol apparatus L is in parallel with the coil 86 of the magnet in thecontrol apparatus A, the coil of the magnet 86 in the control apparatusL is energized at the same instant as the coil in control apparatus A.Consequently, the tooth on the armature 81 in the control apparatus L ismoved into engagement with the notch in the sector 88 of the. controlswitch 15 so that the switch 15 is locked and interference by thecontrol apparatus L on the landing platform 60 with the controlapparatus A on the elevator in lowering, and hoisting the elevator .isprevented. This locking of the switch F in control apparatus L persistsuntil the switch id in control apparatus A has been moved out of contactwith whichever of the safety contacts 84 it has closed and the magnet 86in control apparatus A is deenergized.

The sequence of operations in looking and unlocking the switch 15 of thecontrol apparatus L when the control of the elevator is from the controlapparatus A, would obviously characterize the locking and unlocking ofthe switch Hi of control apparatus A when the control of the elevator isfrom control apparatus L.

The procedure and operation above set forth will be followed forhoisting, lowering, and stopping the elevator in the middle right handshaftway wherein the control apparatus B and L will be employed. In thisconnection, as heretofore explained, the hoisting cables 49 will betransferred from the elevator of the outer right hand shaftway to thatof the middle right hand shaftway and the sheaves 5i! moved to properposition above the last named shaftway, as shown in dotted lines in Fig.4.

It has been pointed out that control apparatus A and B both control theoperation of the hoisting drums 43 (Figs. 5 and 6) which hoist and lowerthe elevator of both of these shaftways. Consequently, if the switch 14of control applalratus A is not removed or locked when the change overof the hoisting cables 49 and sheaves 53 from the outer right handshaftway to the middle right hand shaftway is made, control apparatus Aas well as control apparatus B may be employed for control of theoperation of the elevator in the middle right hand shaftway. Theconverse is true where the hoisting cables 49 and sheaves 59 are movedfrom the middle right hand shaftway to the outer right hand shaftway.

No interference in control results from this possible dual control ofthe elevators in the two shaftways, as the coils of the magnets 86 incontrol apparatus A and B are in parallel. When control apparatus A isemployed, control apparatus B is automatically locked in precisely thesame way as above explained respecting control apparatus A and L. Inlike manner when control apparatus B is employed, control apparatus A islocked.

The safety means hereinabove referred to for preventing operation of theelevator while being loaded and unloaded comprise the insulated ends ofthe rails of the tracks on the elevator platforms, decks, and landingplatform 60 which are connected into the safety circuit above described.The rails of each of these tracks at their shaftway ends are insulatedfrom each other a distance back from the shaftway at least equal to theoverhang of the vehicles to be carrled by the vessel beyond their wheelends, so that if a vehicle extends over the edge of the shaftway, thewheels will effect closure of the safety circuit at the insulated railends with resultant energization of the locking magnets 86 in controlapparatus A, B, and L (Fig. 12).

As specifically illustrated, both rails of each track have their endsinsulated from the rest of the tracks, said ends being herein referredto as insulated rail sections. Furthermore, the vehicles to be carriedare illustrated as railway freight cars 95 having steel wheels and axlesso that when their wheels contact the insulated rail sections, thecircuit at the insulated rail sections is completed directly through thewheels and axles without the provision of additional closing means whichwould otherwise be provlded as is readily understood.

The insulated rail sections 953 (Figs. 7 and 11) of the four platforms26 of the elevator for the outer right hand shaftway (Fig. 4) areschematically illustrated in Fig. 12 at the bottom of control apparatusA, wherein a. pair of insulated rail sections 90 at each end of a singleelevator platform are shown. The insulated rail sections 90 of the fourplatforms 26 of the elevator for the middle right hand shaftway (Fig. 4)are similarly illustrated at the bottom of control apparatus B.

The insulated rail sections 9! (Fig. 11) on the four decks in line withthe outer right hand shaftway (Fig. 4), one pair at each end of theshaftway, are illustrated in diagram R. The insulated rail sections 98on the four decks opposite the middle right hand shaftway (Fig. 4) aresimilarly illustrated in diagram RM.

The insulated rail sections 92 on the landing platform 66 (Figs. 1 and3) for the outer and middle right hand shaftways (Fig.4), areillustrated at the bottom of control apparatus L. The insulated railsections 92 for both of these tracks are directly connected with thesingle control apparatus L because, as above explained, that apparatusby the shifting of the sheaves 5|] controls the movement of the elevatorfor both of the said shaftways.

The connection of the insulated rail sections 90 of the elevator of theouter right hand shaftway. (Fig. 4) with the control apparatus A is suchthat when any one of its four platforms 26 are in position for loadingand unloading, the insulated rail sections of that platform areelectrically connected into the circuits of the control apparatus asfollows: The insulated rail sections 90 at the outer ends of one railare connected in parallel to the flexible conductor Ha and thence to'thenegative side of the genera'tor as heretofore traced. The insulated railsections '90 at the outer ends of .the other rail are connected inparallel to the coil of the looking magnet 86 and to the safetyconductor 85a. The connection of the said coil with the positive side ofthe generator has been heretofore traced.

The connection of the insulated rail sections 90 of the elevator of themiddle right hand shaftway (Fig. 4) with the control apparatus B aresimilarto those of the elevator of the outer right hand shaftway andclearly shown in Fig. 12, and 1 reference is made to the immediatelypreceding description without repetition thereof.

The connections of the insulated rail sections 9! on the four decks inline with the outer right hand shaftway (diagram R) are as follows: Theinsulated rail sections 9| on one side of each track areconnected inparallel to a common conductor ll R which leads to conductor j'l'l ofthe bus bar BR connected with the negative side of the "generator asheretofore traced. sulated rail sections 91 on the other side of eachtrack are connected in parallel to a common conductor 85R which leads tosafety conductor 85 of the bus bar BR connected with the positive sideof the generator through the coils of the locking magnets 86 of controlapparatus A, B,and L as heretofore traced.

The connection of the insulated rail sections 9| on the four decks inline with the middle right hand shaftway are similar to those of thefour'decks in line with the outer right hand shaftway as clearly shownin diagram RM, and reference is made to the immediately precedingdescription without'repetition thereof.

Conductors 'HRM and 85RM in diagram RM correspond respectively withconductors 11R and 85R in diagram R. These conductors to the bus bar BRare separately shown for the insulated rail sections 9| of the deckrails in line with the middle and outer right hand shaftwaysrespectively, for ready understanding. To those skilled in the art itwill be apparent that the insulated rail sections of the correspondingdeck rails for both shaftways could if desired be connected to the busbar BR on the one side by a single lead to the conductor 11 and on theother side by a single lead to conductor 85.

The connection of the insulated rail sections 92 of the two said trackson the landing platform 60 with the control apparatus L areas follows:The insulated rail sections 92 on the one side of the two tracks areconnected in parallel to the negative power line 72. The insulated railsections on the other side'of the two tracks are connected in parallelto the coil of the locking magnet :86 and to the safety conductor 85L.The connection of the said coil with the positive side of thegeneratorrhas been heretofore traced.

From the foregoing it is seen that all of the insulated rail sections90, 9|, and 92 on one side of the various tracks are connected inparallel to the negative side of the generator and all of the saidinsulated rail sections on the other side ofthe tracks are connected in.parallel to the safety circuit and the coils of the locking magnets 86of the control apparatus A, B, and L, and thence to the positive side ofthe generator. Hence when any single pair of insulated rail sections isbridged by avehicle extending into either The inthe outer or middleright hand shaftway (Fig. '75

'4), the lockingmagfiets '86 of the three control apparatus are allenergized and their respective toothed armatures 8! moved intoengagement with their cooperating switch sectors 88.

If these switch sectors 88 are in normal open circuit position, all ofthe switches arelocked, and hoisting and lowering of the elevator in theshaftway in which the elevator is connected with the hoisting cables '49(Fig. 4) is prevented. Thi condition obtains until the vehicle bridgingthe insulated rail sections is moved 'back away from the 'shaf-tway-inwhichlit extends and the bridged insulated rail sections areopencircuited.

If, however, one of the switches 1-4, 15 is being employed in thehoisting or lowering of an elevator and the notch-in its sector '88 isout of alignment with the tooth of :its cooperating armature 81, thatparticular switch is not locked until moved to normal open circuitposition and the elevator being hoisted or lowered brought to a stop. Tothis extent control of the elevator being moved is thus left to theoperator.

The switches of the two control apparatus not being employed in hoistingor lowering :the eleva'tor, already locked .by :the switch being used asabove explained, are not releasedwhen the operator moves his switch toopen circuit position to stop the elevator. These switches together withthe switch moved to normal open circuit position-by'the operatorrem'ainlocked and elevator operation is prevented until the bridged insulatedrail sections are open circuited.

It has heretofore been stated that :the control apparatus of Fig. 12 isto be duplicated in whole or in partfor the other two shaftways, assumedfor ready description, to be the outer and middle left hand shaftways inFig. 4. When it is desired to load and unload the two said pairs ofshaftways independently, i. e., without interference in control, thecontrol apparatus of Fig. 12 should be duplicated in its entirety forthe outer and middle'left hand shaftways. This includes not only thecontrol apparatus A, B, and L, but also the control mechanism 13, thebus bar BR, and the circuit arrangement.

The generator or generators H may of course 'be common to both systems,and the power lines '12, 12 may be carried to the landing platform toserve for both systems and branch power lines led therefrom beyond theconnecting switch heretofore referred to for the control apparatus L andmechanism 13 of the system not directly connected with the power lines12, 1-2.

Gpemtion In the operation of loading, storing and unloading vehicles itis desirable that the load be so handledas to keep the boat so far aspossible on an'even keel and with a fairly uniform load fore and aft. Tothis end it is preferable in transferring the vehicles to and from thevessel and dock to employ either thetwo outer elevators or the two innerelevators simultaneously, and to load or unload-one deck'at 'a time.Furthermore, where the facilities permit, when a vessel is to beunloaded and loaded at thesame dock, after one-deck has been unloaded itis desirable to reload that deck with the vehicles to be transported sothat the height of the vessel above the water may be maintained fairlyuniform.

These recommendations, obvious in themselves, .go primarily toeflici'enttransfer of the vehicles from the elevators to the landingplatform and from the landing platform to the elevators, for

they tend to maintenance of a fixed positional relationship between thelanding platform and the vessel. It should be borne in mind, however,that the gimbal blocks 30 and platform bolts 21 provide for a markedlisting of the vessel and for uneven. loading fore and aft. The listingof the vessel i illustrated in Figs. 3 and 4.

Where a vessel is empty it is convenient to load the bottom deck first.This, however, is not necessary and the order of deck loading may be asdesired and as indicated by the weight carried in the vehiclesthemselves, the heaviest vehicles, of course, being preferably loaded onthe lower decks of the vessel.

More particularly the operation of loading, storing, and unloading maybe most conveniently understood by reference to Fig. 4, and with theforegoing general principles in mind attention is now directed to thatfigure. In describing the operation reference to mooring the loadingelevator platform to the landing platform will be omitted forsimplification of description, this having been fully set forth above.

In Fig. 4 the vessel is shown as moored to the dock 40 (Figs. 1 and 2)with the numerous flexible conductors (not shown in Fig. 4) which leadfrom the vessel to the hoisting mechanism and the control apparatustherefor located on the landing platform 60, connected to the hoistingmechanism and the said control apparatus as described above inconnection with Fig. 12.

Thehoisting cables 49 by their rings 49a have been connected through theelevator platform bolts 21 to the first or top elevator platforms 2% ofthe two outer elevators, the sheaves 50 having been previously moved toproper position above the two outer elevator shafts respectively. Thelengths of the four hoisting cables 49 for each of the outer elevatorshave been adjusted by the turn buckles 491) (see Fig. so that the fourthor bottom platform of each of the two outer elevators is on a level withthe landing platform 68.

The figure illustrates completed loading of the four decks of the vesselon the trackways in line with the middle shaftways and the storage ofvehicles (illustrated as freight cars 95) on elevator platforms 26 inthe middle shaftways. The three lower decks on the trackways oppositethe two outer shaftways are shown as completely loaded. Vehicles havebeen moved from the landing platform 60 to the fourth or bottomplatforms 26 of the two outer elevators for storage on and completeloading of the top deck of the vessel.

It is believed that from the foregoing the loading of the decksthemselves of the vessel, will be understood without further detaileddescription, the elevators as illustrated at the top of the outershaftways being employed for this purpose and the loading beingaccomplished from the fourth or bottom platform of the elevators withthe three upper platforms carried by the slides to which they areattached by their respective platform bolts 21 and gimbal blocks 30.

The storage of vehicles in the shaftways themselves may be understoodfrom a consideration of the right hand inner and outer shaftways,without repetition as to the left hand inner and outer shaftways wherethe operation is identical with that now to be described.

For storage of cars in the right hand shaftway, the right hand elevatorwith a vehicle moved thereon asshown in Fig. 4 is lowered to a positionslightly above the bottom deck. The deck bolts 32 of the bottom deck ifnot already in the shaftway are then projected to their inward positionsand the elevator further lowered until its fourth or bottom platformcarrying the vehicle rests on the deck bolts 32 in line with the lowerdeck with its rails in registration with the rails of the lower deck.The hoisting cables 49 are thereupon slightly lowered to relieve themfrom strain. The platform bolts 21 of the fourth or bottom platform arethen withdrawn from their respective gimbal blocks 36 on the slides 24(see Fig. 10), and that platform with its vehicle thereon is in storageposition as indicated at the bottom deck in the right hand middleshaftway.

After the bottom platform and its vehicle are thus in storage positionthe elevator slides 24 with the three upper platforms 2% still attachedat the top thereof, are raised by the hoisting cables i9 until the thirdplatform 26 is slightly above any one of the three remaining-decksselected. Whereupon the deck bolts 32 of that deck are projectedinwardly into the shaftway and the elevator slides 2d are then lowereduntil the third platform rests on the said deck bolts 32. The platformbolts 2'! of the third platform 26 are then withdrawn from theirrespective gimbal blocks 3%) and the elevator slides 24 with the twoupper platforms still attached at the top, are raised until their bottomgimbal blocks 3!] are opposite the platform bolts 21 of the thirdplatform. Whereupon the said platform bolts are projected into theirrespective gimbal blocks and the elevator is in readiness to be raisedto the landing platform 5i] to receive the vehicle for storage in theshaftway opposite the third deck. The said deck bolts 32, unless thoseof the third deck are employed as above, are then withdrawn.

With the vehicle moved from the landing platform 60 to the thirdplatform 26 now attached to the bottom of the slides 24, the elevatorwith its vehicle is then lowered to a position slightly above the thirddeck, and the third deck bolts 32, unless already in the shaftway, areprojected beneath the said platform which is then detached from theslides 2 and left for storage with its vehicle on the third deck asabove described respecting the bottom deck. The slides are thereuponraised, the second elevator platform 26 detached from its position atthe top of the slides and attached to the bottom of the slides aspreviously described. whereupon the elevator thus arranged is raised forloading from the landing platform 60 as above set forth.

This procedure is repeated as to the second elevator platform forstorage of that platform and its vehicle opposite the second deck.

For the top deck there remains attached to the elevator slides 2Q onlythe first or top platform 26. This platform is loaded in its topposition from the landing platform 69; and lowered to a positionslightly above the top deck as in the previous instances. The top deckbolts 3.2 are thereupon projected beneath the platform and the platformis lowered to rest thereon. The platform bolts 2'! are then temporarilywithdrawn, preferably one by one, from their respective gimbal blocks 39and the hoisting rings 49a liftedout of engagement with the platformbolts, the slides 24 being temporarily supported in a suitable mannerduring this operation. As soon as'oneof the hoisting rings 4911. hasbeen moved out of engagement with its respective platform bolt21, thelatter is moved outwardly into engagement with its gimbal block. Theslides 24, therefore, remain attached to the first platform attheirtopends in the storage position of the first platform, as indicated in theright hand middle shaftway.

When all of the decks and the shaftways have received their full quotaof storage load, the hoisting cables 49 are raised above the top of theshaftways so as to permit the sailing of the ship without anyinterference therefrom. The numerous flexible conductors for thehoisting mechanism and its control apparatus on the landing platform 60,above referred to, are dis connected therefrom. The mooring ropes 65 arewithdrawn from their eyes '66 on the vessel and the vessel fully loadedis ready for sailing from its dock. YInunloading the vessel it isconvenient first to unload the cars stored in the shaftway asillustrated in the right hand middle shaftway of Fig. 4. When this planis followed, after the bar-thing of the'vessel in-the dock the numerousflexibleconductors, above referred to, which lead from the vessel to thehoisting mechanism and control apparatus therefor located on the landingplatform 60, are connected to the hoisting mechanism and the saidcontrol apparatus as described above in connection with Fig. 12. Thesheaves '50 are moved to proper position over the shaftway to beunloaded (in this instance the right hand middle shaitway). The boltsZlof the top elevator platform 26 are withdrawn one by-one from theirrespective gimbal blocks 30 on the slides 24, inserted through thehoistin'g cable rings 49a and moved back into their respective gimbalblocks, the slides being suitably supported in any convenient way duringthis operation. The deck bolts 32 of the top deck are then withdrawn soas to leave the shaft way clear at the top deck.

The elevator with its first or top platform 26 thus connected is raisedto the landing platform 60, and the hoisting cables 49a are adjustedbythe turn buckles 49b to place the elevator platform level with thelanding platform. Whereupon the vehicle on the elevator platform ismoved to the landing platform 60.

The elevator is then lowered until the gimbal blocks '30 at the bottomof the slides 24 are opposite the platform bolts 21 of the elevatorplatform 26 which is in line with the second deck. The platform bolts2'! of that platform are then moved into engagement with theirrespective gimbal blocks 30 and the deck bolts 32 withdrawn out of theshaftway. The elevator'is ithenraised for discharge of the vehicle onthe second platform in the same manner as respecting the first or topplatform.

The procedure respecting the elevatorplatfo rm opposite the second deckis followed for the third and fourth or bottom decks, it being optionalwhether or not the deck bolts '32 of the bottom deck are withdrawn orleft in holding position.

After all of the shattways have beenunloaded, as above described, itwill be observed that the elevator has its four platforms mountedthereon and is connected to the hoisting mechanism by the platform bolts2''! of the first or top platform, as shown above the'outer'right handshaftway. 'With the elevator so arranged the four decks themselves canbe unloaded and reloaded in the preferred order above recommended. Afterthe decks have been reloaded, the loading of the shaftways proceeds asabove described.

Numerous variations in the loading and unloading of the decks with theequipment above specifically described are obviouslypossible. "Fortannin example, it may be desirable to unload and re load the top deckimmediately after the first or top elevator platforms on which vehiclesare stored have been unloaded, prior to unloading the elevatorplatform-s employed for storage in the shaftways opposite the second,third, and bottom decks. If this procedure is followed, the top deck isloaded and unloaded from the first or top platforms of the elevatorswithout carrying the three other platforms thereon. In like manner thesecond deck may be unloaded and reloaded from the second platforms ofthe elevators without carrying the two lower elevator platforms thereon.This procedure may be followed as to the third deck. The choice ofnumerous Ways of loading and unloading, as above indicated, will begoverned largely by convenience and the overhead occasioned by theweight of the elevator platforms unnecessarily attached to theelevators.

This application is a continuation of my application Ser. No. 252,616,filed January 24, 1939.

The foregoing detailed description has been given for clearnessofunderstandingand n-o undue limitation should be inferred therefrom.

I claim:

1. A vessel with sets of elevator guides, elevator cars running betweenthe guides, in combination with a dock'in whichthe vessel is berthed, awholly land-supported hoisting bridge carried on towers on the two sidesof the dock, hoisting mechanism with winding drums supported at the endsof the bridge, counterweights, cables attached to the drums from whichthe counterweights are suspended, sheaves on the bridge over theelevators, and cables attached to the drums and leading over the sheavesand depending therefrom and detachably connected to the elevators.

2. Inan arrangement for loading and unloading vessels including a dockhaving a hoisting bridge, and a vessel berthed in the dock beneath thehoisting bridge, the vessel comprising a plurality of decks and ashaftway connecting the decks, the combination of elevator guidescarried in the shaftway by the vessel; an elevator embodying a platformand running between the guides for delivering vehicles to and from thedecks of'the vessel; hoisting mechanism for the elevator carried by "thehoisting bridge over the vessel shaf-tway; and a landing platformsupported from the dock and extending over the vessel to the elevator solocated that the elevator platform can be brought to meet theedge of thelanding platform for the direct transfer of vehicles between the landingplatform and the elevator platform, while the elevator is suspended byits hoisting mechanism.

3. In an arrangement for looding and unloading vessels including a dockhaving a hoisting bridge, and a vessel be-rthed in thedock beneath the:hoisting bridget'he vessel comprising a plureality of decks and ashaftway connecting the decks the combination of elevator guides carriedin the shaftway by the vessel; an elevator embodying a platform andrunning between the guides for delivering vehicles to and from the decksof the vessel; hoisting mechanism for the elevator carried by thehoisting bridge over the vessel shaftway; a landing platform supportedfrom the dock andextending over the vessel to the elevator so locatedthat the elevator platform can be brought to meet the edge of thelanding platform for the direct transfer of vehicles between the landingplatform and the=ele- 4. In an arrangement for loading and unloadingvessels including a dock having a hoisting bridge, and a vessel berthedin the dock beneath the hoisting bridge, the vessel comprising aplurality of decks and being provided with a plurality of shaftwaysconnecting the decks, the combination of elevator guides carried in eachshaftway by the vessel; an elevator for each shaftway embodying aplatform and running between the guides of its respective shaftway, fordelivering vehicles to and from the decks of the vessel; hoistingmechanism for the elevators carried by the hoisting bridge over thevessel shaftways and comprising winding drums, sheaves shiftable tooperative positions over the individual elevators, and cables leadingfrom the drums over the sheaves and depending therefromv for detachableconnection to any single elevator.

5. In an arrangement for loading and unloading vessels including a dockhaving a hoisting bridge, and a vessel berthed in the dock beneath thehoisting bridge, the vessel comprising a plurality of decks and ashaftway connecting the decks, the combination of elevator guidescarried in the shaftway by the vessel; an elevator embodying a platform;slides running on the guides being flexibly and yieldably connected tothe elevator so that the elevator platform may be brought to meet theedges of the decks for delivering vehicles to and from the decks;hoisting mechanism for the elevator carried by the hoisting bridge overthe vessel shaftway; and a landing platform supported from the dock andextending over the vessel to the elevator so located that the elevatorplatform can be brought to meet the edge of the landing platform for thedirect transfer of vehicles between the landing platform and theelevator platform, while the elevator is suspended by its hoistingmechanism.

5. In an arrangement for loading and unloading vessels including a dock,and a vessel berthed in the dock and comprising a plurality of decks anda shaftway connecting the decks; the combination of an elevatoroperating in the shaftway and embodying a platform for deliveringvehicles to and from the decks of the vessel; a track for the vehicleson the elevator platform comprising rails, the ends of which at each endof the platform are insulated from each other; tracks for the vehicleson the decks in line with the track on the elevator platform andcomprising rails, the rails of each of the deck tracks having their endsadjoining the shaftway insulated from each other; a landing platformsupported from the dock and extending over the vessel to the shaftway; atrack on the landing platform in line with the track on the elevatorplatform and comprising rails the ends of which adjoining the shaftwayare insulated from each other; an electric safety circuit connected withthe insulated rail ends of the said tracks; and means operable by thesafety circuit to prevent operation of the elevator when the adjacentinsulated rail ends of any one of said tracks are electrically bridged.

7. In an arrangement for loading and unloading vessels including a dock,and a vessel berthed in the dock and comprising a plurality of decks anda shaftway connecting the decks, the combination of an elevatoroperating in the shaft- Way and embodying a platform for deliveringvehicles to and from the decks of the vessel; a track for the vehicleson the elevator platform having insulated rail sections adjoining theends of the platform; tracks for the vehicles on the decks in line withthe track on the elevator platform and having insulated rail sectionsadjoining the shaftway; a landing platform supported from the dock andextending over the vessel to the shaftway; a track on the landingplatform in line with the track on the elevator and having insulatedrail sections on the end of the platform adjoining the shaftway; anelectric safety circuit connected to the insulated rail sections of eachtrack, and means operable by the safety circuit to prevent operation ofthe elevator when any pair of insulated rail sections are electricallybridged.

8. In an arrangement for loading and unloading vessels including a dockhaving a landing platform, and a vessel berthed in the dock in loadingand unloading position respectiing the landing platform, the vesselcomprising a plurality of decks and being provided with a plurality ofshaftways connecting the decks, the combination of elevator guidescarried in each shaftway by the vessel; an elevator for each shaftwayembodying a platform and running between the guides of its respectiveshaftway, for delivering vehicles to and from the decks of the vessel;hoisting mechanism for the elevators above the shaftways comprising ahoisting drum, a hoisting cable wound thereon, and a sheave over whichthe hoisting cable runs, the sheave being shiftable to operativeposition over each shaitway and the hoisting drum being fixed relativeto the shiftable sheave; means for discon the hoisting cable from theelevator in one shaftway and for connecting it to the elevator inanother shaftway; apparatus on each elevator for controlling thehoisting mechanism, the parts being so constructed and arranged that theelevators in the said shaftways may be hoisted to and lowered fromloading and unloading position respecting the landing platform by thesingle hoisting mechanism under individual control of the controlapparatus on the elevator to which the hoisting cable is connected.

9. In an arrangement for loading and un-- loading vessels including adock having a landing platform, and a vessel berthed in the dock inloading and unloading position respecting the landing platform, thevessel comprising a plurality of decks and being provided with aplurality of shaftways connecting the decks, the combination of elevatorguides carried in each shaftway by the vessel; an elevator for eachshaftway embodying a platform and running between the guides of itsrespective shaftway, for delivering vehicles to and from the decks ofthe vessel; hoisting mechanism for the elevators above the shaftwayscomprising a hoisting drum, a hoisting cable wound thereon, and a sheaveover which the hoisting cable runs, the sheave being shiftable tooperative position over each shaftway; means for disconnecting thehoisting cable from the elevator in one shaftway and for connecting itto the elevator in another shaftway; apparatus on each elevator forcontrol-ling the hoisting mechanism, and an interlocking safety circuit,the parts being so constructed and arranged that the elevators in thesaid shaftways may be hoisted to and lowered from loading and unloadingposition respecting the landing platform by the single hoistingmechanism under individual control of the control apparatus on theelevator to which the hoisting cable is connected without interferenceby the other control apparatus.

10. Apparatus as in claim 9 in which the apparatus for controlling thehoisting mechanism on each elevator embodies a handle, a coil in thesafety circuit, and an armature associated therewith actuated onmovement of the handle in one control apparatus to prevent movement ofthehandle in another control apparatus.

11. Apparatus as in claim 9 in which apparatus for controlling thehoisting mechanism is mounted on the landing platform and interconnectedwith the control apparatus and safety circuit on the elevators.

12. Apparatus as in claim 9 in which apparatus for controlling thehoisting mechanism is mounted on the landing platform and interconnectedwith the control apparatus and safety circuit on the elevators and inwhich each specified control apparatus embodies a handle, a coil in thesafety circuit, and an armature associated therewith actuated onoperative movement of the handle in one control apparatus to preventoperative movement of the handle in the other control apparatus.

13. In an arrangement for loading and unloading vessels including adock, and a vessel berthed in the dock and comprising a plurality ofdecks and a shaftway connecting the decks,

the combination of an elevator operating in the shaftW-ay and embodying.a platform for delivering vehicles to and from the decks of the vessel;a track for the vehicles on the elevator platform comprising rails, theends of which at each end of the platform are insulated from each other;tracks for the vehicles on the decks in line with the track on theelevator platform and comprising rails, the rails of each of the decktracks having their ends adjoining the shaftway insulated from eachother; a landing platform supported from the dock and extending over thevessel to the shaftvvay; a track on the landing platform in line withthe track on the elevator platform and comprising rails the ends ofwhich landing platform for controlling the hoisting mechanism; anelectric safety circuit connected with the insulated rail ends of thesaid tracks; and means operable by the safety circuit to preventoperation of the hoisting mechanism when the adjacent insulated railends of any one of said tracks are electrically bridged.

14. In an arrangement for loading and un loading vessels including adock, and a vessel berthed in the dock and comprising a plurality ofdecks and a shaftway connecting the decks, the combination of anelevator operating in the shaftvvay and embodying a platform fordelivering vehicles to and from the decks of the vessel; a track for thevehicles on the elevator platform comprising rails, the ends of which ateach end of the platform are insulated from each other; tracks for thevehicl% on the decks in line with the track on the elevator platform andcomprising rails, the rails of each of the deck tracks having their endsadjoining the shaftway insulated from each other; a landing platformsupported from the dock and extending over the vessel to the shaft'way;a track on the landing platform in line with the track on the elevatorplatform and comprising rails the ends of which adjoining the shaftwayare insulated from each other; hoisting mechanism above the shaftway;apparatus on the elevator and apparatus on the landing platform forcontrolling the hoisting mechanism; blocking means in each said controlapparatus actuated on operative movement of either control apparatus toprevent operative movement of the other control apparatus; an electricsafety circuit connected with said blocking means and with the insulatedrail ends of said tracks operable to actuate said blocking means whenthe adjacent insulated rail ends of any one of said tracks areelectrically bridged.

DELAVAN MUNSON BALDWIN.

